Refuse vehicle having tailgate-mounted cng tanks

ABSTRACT

A refuse vehicle includes a chassis having an engine, a body assembly, a tailgate pivotally attached to the body assembly, a CNG fuel system having a CNG fuel tank coupled to the tailgate and moveable therewith, the engine configured to be powered by the CNG fuel system, at least one of one a non-structural conduit, a non-structural raceway, and a non-structural channel configured to contain at least one of wiring and a hydraulic line, and an impact mitigation system. The impact mitigation system is a passive system configured to direct impact loads around the CNG fuel tank. The impact mitigation system provides a protected region within which the CNG fuel tank is disposed.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.15/437,139, filed Feb. 20, 2017, which is a continuation of U.S. patentapplication Ser. No. 14/807,805, filed Jul. 23, 2015, now U.S. Pat. No.9,579,969, which claims the benefit of U.S. Provisional PatentApplication No. 62/029,212, filed Jul. 25, 2014, all of which areincorporated herein by reference in their entireties.

BACKGROUND

Refuse vehicles collect a wide variety of waste, trash, and othermaterial from residences and businesses. Operators use the refusevehicle to transport the material from various waste receptacles withina municipality to a storage or processing facility (e.g., a landfill, anincineration facility, a recycling facility, etc.). Refuse vehicles maybe powered by an internal combustion engine that burns gasoline, dieselfuel, or natural gas, among other types of fuel. Where the fuel isnatural gas, various tanks provide fuel to a regulator, which reducesthe pressure of the natural gas before it enters the engine. Mechanicalregulators provide an inconsistent flow of natural gas that varies basedupon the pressure of the fuel in the natural gas tanks. The natural gastanks may be positioned along the chassis and under the body assembly.Such positioning may require a longer vehicle wheel base. To isolate thenatural gas tanks, an operator boards the refuse vehicle and engagesvalves positioned at the head of each tank. Despite these deficiencies,assemblies that provide variations in the natural gas flow and includetanks positioned along the vehicle chassis that must be individuallyisolated remain the primary fuel systems for natural gas powered refusevehicles.

SUMMARY

One embodiment relates to a refuse vehicle that includes a chassishaving an engine, a body assembly defining an internal volume andcoupled to the chassis, a tailgate pivotally attached to the bodyassembly and movable between an open position and a closed position toselectively expose the internal volume of the body assembly, a CNG fuelsystem having a CNG fuel tank coupled to the tailgate and moveabletherewith, the engine configured to be powered by the CNG fuel system,at least one of one a non-structural conduit, a non-structural raceway,and a non-structural channel configured to contain at least one ofwiring and a hydraulic line, and an impact mitigation system. The impactmitigation system is a passive system configured to direct impact loadsaround the CNG fuel tank. The impact mitigation system provides aprotected region within which the CNG fuel tank is disposed.

Another embodiment relates to a fuel system for a vehicle that includesa CNG fuel tank configured to provide fuel to power an engine of thevehicle, a shutoff valve configured to be positioned along a flow pathbetween the CNG fuel tank and the engine, the shutoff valve configuredto selectively restrict a flow of fuel along the flow path, a proximitysensor positioned to monitor a relative position of the fuel system andan object within a surrounding environment, and a controller coupled tothe proximity sensor and the shutoff valve. The controller is configuredto at least one of engage and disengage the shutoff valve based on therelative position of the fuel system and the object.

Still another embodiment relates to a fuel system for a vehicle thatincludes a CNG fuel tank configured to provide fuel to power an engineof the vehicle, a shutoff valve positioned along a flow path between theCNG fuel tank and the engine, the shutoff valve configured toselectively restrict a flow of fuel along the flow path, a pressuresensor positioned along the flow path and configured to monitor apressure of the flow of fuel, and a controller coupled to the pressuresensor and the shutoff valve. The controller is configured to identify apressure fault condition in response to the pressure of the fuel fallingbelow a pressure threshold, the pressure threshold relating to anexpected operating pressure of the fuel when the fuel is flowing betweenthe CNG fuel tank and the engine, and at least one of engage anddisengage the shutoff valve such that the shutoff valve restricts theflow of fuel in response to the pressure fault condition.

BRIEF DESCRIPTION OF THE DRAWINGS

The disclosure will become more fully understood from the followingdetailed description, taken in conjunction with the accompanyingfigures, wherein like reference numerals refer to like elements, inwhich:

FIG. 1 is a side elevation view of a refuse vehicle including a fuelpod, according to an exemplary embodiment;

FIG. 2 is a schematic view of a natural gas system for a vehicle,according to an exemplary embodiment;

FIGS. 3A-5 are side plan views of accumulators for a natural gas system,according to various alternative embodiments;

FIGS. 6-7 are schematic views of a natural gas system including amanifold and a fuel pod having a plurality of fuel tanks, according toalternative embodiments;

FIG. 8 is a schematic view of a manifold for a natural gas systemincluding a shutoff valve, according to an exemplary embodiment;

FIGS. 9-10 are schematic views of a natural gas system including a pairof pressure transducers and a filter, according to alternativeembodiments;

FIGS. 11-12 are schematic views of a natural gas system including avalve that regulates the flow of natural gas, according to alternativeembodiments;

FIG. 13 is a side plan view of a refuse vehicle including a fuel pod, avalve, a user access panel, and a pressure regulator, according to anexemplary embodiment;

FIG. 14A is a schematic view of a natural gas system including a useraccess panel that is separated from a fuel regulator, according to anexemplary embodiment;

FIG. 14B is a schematic view of a natural gas system including acontroller, according to an exemplary embodiment;

FIG. 15 is a side plan view of the rear portion of the refuse vehicle ofFIG. 13 with a portion of the cover of the fuel pod removed, accordingto an exemplary embodiment;

FIG. 16 is a side plan view of the tailgate and the fuel pod of therefuse vehicle of FIG. 13;

FIG. 17 is a rear plan view of the tailgate and the fuel pod of therefuse vehicle of FIG. 13;

FIG. 18 is an exploded perspective view of the tailgate and the fuel podof the refuse vehicle of FIG. 13;

FIG. 19 is a perspective view of the tailgate and the fuel pod of therefuse vehicle of FIG. 13 with the cover hidden;

FIG. 20 is a left perspective view of the rear portion of the refusevehicle of FIG. 13 with internal components shown;

FIG. 21 is a right left perspective view of the rear portion of therefuse vehicle of FIG. 13 with internal components shown;

FIG. 22 is a perspective view of a rack and fuel tanks of a fuel podcoupled to a tailgate, according to an exemplary embodiment;

FIGS. 23A-23D are side elevation views of the refuse vehicle of FIG. 13,showing various fuel tank configurations, according to several exemplaryembodiments;

FIG. 24 is a perspective view of the tailgate and the fuel pod of therefuse vehicle of FIG. 13 with various sensor locations shown, accordingto an exemplary embodiment; and

FIG. 25 is a schematic view of an impact mitigation system for a refusevehicle, according to an exemplary embodiment.

DETAILED DESCRIPTION

Before turning to the figures, which illustrate the exemplaryembodiments in detail, it should be understood that the presentapplication is not limited to the details or methodology set forth inthe description or illustrated in the figures. It should also beunderstood that the terminology is for the purpose of description onlyand should not be regarded as limiting.

Referring to the exemplary embodiment shown in FIG. 1, a vehicle, shownas refuse truck 10 (e.g., garbage truck, waste collection truck,sanitation truck, etc.), includes a chassis, shown as chassis 20.According to an alternative embodiment, the vehicle is another type ofvehicle (e.g., a concrete mixer truck, a military truck, etc.). Chassis20 includes a pair of longitudinal frame rails extending along thelength of refuse truck 10, according to an exemplary embodiment. In oneembodiment, the prime mover provides power to various systems of refusetruck 10. By way of example, the prime mover may provide power to one ormore tractive elements, shown as wheels 22, to move refuse truck 10. Byway of another example, the prime mover may provide power to a pneumaticsystem, a hydraulic system, or still another system. A power take offunit may facilitate such power distribution.

Referring again to the exemplary embodiment shown in FIG. 1, refusetruck 10 includes a cab, shown as cab 24, that is coupled to chassis 20.Cab 24 includes various components to facilitate operation of refusetruck 10 by an operator (e.g., a seat, a steering wheel, hydrauliccontrols, etc.). Cab 24 is positioned at a front end of refuse truck 10.In other embodiments, the cab is otherwise positioned.

According to the embodiment shown in FIG. 1, refuse truck 10 includes abody assembly coupled to chassis 20. The body assembly includes astorage body, shown as body 26, that extends along the length of chassis20 and is positioned behind cab 24. In other embodiments, body 26 isotherwise positioned. Refuse is stored within body 26 during transportfrom various waste receptacles within a municipality to a storage orprocessing facility (e.g., a landfill, an incineration facility, arecycling facility, etc.). A packing assembly may be positioned withinbody 26 to compact the loose refuse, thereby increasing the storagecapacity of body 26. In one embodiment, body 26 includes an upper doorto reduce the likelihood of loose refuse blowing out of body 26 duringtransport. As shown in FIG. 1, the body assembly also includes an armhaving lift forks that engage a container to load refuse into body 26.

Referring still to FIG. 1, chassis 20 includes a prime mover, shown asengine 30, a drive train, hydraulic components (e.g., a hydraulic pump,etc.), and still other components to facilitate the operation of refusetruck 10. According to an exemplary embodiment, engine 30 is an internalcombustion engine configured to generate mechanical power by ignitingnatural gas. As shown in FIG. 1, refuse truck 10 includes a fuel pod,shown as fuel pod 40. In one embodiment, fuel pod 40 is configured tostore compressed natural gas (CNG). In another embodiment, fuel pod 40is configured to store liquefied natural gas (LNG). Fuel pod 40 includesa fuel tank that is configured to store fuel (e.g., natural gas) for usein engine 30. In one embodiment, the fuel tank contains CNG. In anotherembodiment, the fuel tank contains LNG. The fuel tank may be configuredto store CNG or LNG under preferred conditions (e.g., pressure,temperature, etc.). In one embodiment, the fuel tank is configured tostore CNG at a tank pressure (e.g., 3,600 PSI, etc.). In otherembodiments, the prime mover includes one or more electric motors. Theelectric motors may consume electrical power from an on-board energystorage device (e.g., batteries, ultra-capacitors, etc.), from anon-board generator (e.g., an internal combustion engine, a fuel cell,etc.), from an external power source (e.g., overhead power lines, etc.),or still another source and provide power to the systems of the refusetruck 10. Fuel pod 40 may store fuel for use by the on-board generator.

Referring next to the exemplary embodiment shown in FIG. 2, a naturalgas system for a vehicle, shown as natural gas system 50, includes fuelpod 40, a fuel control module 60, and an accumulator 70. In oneembodiment, the vehicle is a refuse truck. In another embodiment, thevehicle is another type of vehicle (e.g., a concrete mixer truck, amilitary truck, etc.). According to an exemplary embodiment, natural gassystem 50 is configured to provide natural gas to engine 30. Engine 30may combust the natural gas to power one or more tractive elements. Inother embodiments, engine 30 combusts the natural gas to generateelectricity or power a component of refuse truck 10. According to stillother embodiments, natural gas system 50 is configured to providenatural gas for use by another component of refuse truck 10 (e.g., afuel cell, etc.).

According to an exemplary embodiment, fuel control module 60 includes apressure regulator configured to reduce the pressure of the natural gasfrom the tank pressure to a working pressure. In one embodiment, aheater (e.g., an electric heater, etc.) is coupled to the pressureregulator. The heater reduces the risk of freezing the valve due to thetemperature decrease of the expanding natural gas. In one embodiment,the heater is controlled with a controller. The controller may operateaccording to a predetermined schedule (e.g., when the vehicle isrunning, a cycle of on for five minutes and off for five minutes, etc.)or may operate when a condition of the valve reaches a threshold value(e.g., when the valve temperature falls below 40 degrees Fahrenheitbased on sensor signals from a temperature sensor, etc.). In stillanother embodiment, heat tape is wrapped around the pressure regulator,thereby reducing the risk of freezing the valve.

As shown in FIG. 2, fuel pod 40 is coupled to (e.g., in fluidcommunication with, etc.) fuel control module 60 with a conduit (i.e.,pipe, hose, duct, line, tube, etc.), shown as high-pressure line 80.Fuel control module 60 is coupled to accumulator 70 and engine 30 with asecond conduit, shown as low-pressure line 90, and a third conduit,shown as low-pressure line 100, according to an exemplary embodiment.The pressure regulator of fuel control module 60 reduces the pressure ofthe natural gas in high-pressure line 80 to provide natural gas alonglow-pressure line 90 and low-pressure line 100 at the working pressure.Fuel control module 60 may also include various other components (e.g.,a fueling receptacle, pressure transducer coupled to a fuel gauge,high-pressure filter, etc.).

High-pressure line 80, low-pressure line 90, and low-pressure line 100define a flow path between fuel pod 40 and engine 30. In one embodiment,fuel flows from fuel pod 40 to engine 30, and accumulator 70 ispositioned along the flow path downstream of fuel control module 60. Inother embodiments, fuel pod 40 is coupled to a first end of a conduitthat defines a flow path, the conduit having a second end that isconfigured to be coupled to an engine. Fuel control module 60 may bedisposed along the flow path, and accumulator 70 may be disposed alongthe flow path downstream of fuel control module 60.

Fuel control module 60 may provide natural gas to low-pressure line 90at a flow rate and pressure that varies based on a characteristic of thenatural gas from fuel pod 40 (e.g., the pressure of the natural gas fromfuel pod 40, the flow rate of natural gas from fuel pod 40, etc.). Asnatural gas in fuel pod 40 is depleted during use, the tank pressure andflow rate decreases. Various other factors may also contribute tovariations in the inlet flow of natural gas (e.g., the natural gas inhigh-pressure line 80, etc.). Such variations in the inlet flow ofnatural gas may cause fluctuations in the stream of natural gas providedby fuel control module 60. By way of example, the fluctuations mayinclude a pressure variation, a temperature variation, a flow ratevariation, or still another variation. The fluctuations may be produceddue to the physical interaction of the natural gas with a mechanicalregulator of fuel control module 60 of for still another reason.

According to an exemplary embodiment, accumulator 70 is configured tobuffer variations in the flow of natural gas such that engine 30receives a consistent flow of natural gas (e.g., a flow of natural gasthat varies within ten percent of a target flow rate, a flow of naturalgas that varies within ten percent of a target pressure, etc.). By wayof example, accumulator 70 may be configured to buffer pressurevariations in the flow of natural gas such that engine 30 receives aflow of natural gas at a consistent pressure. By way of another example,accumulator 70 may be configured to buffer flow rate variations suchthat engine 30 receives natural gas at a consistent flow rate. Duringoperation, pressure variations, flow rate variations, or still othervariations may cause the power produced by engine 30 to fluctuate. Powerfluctuations may be undesirable where, by way of example, engine 30powers tractive elements of a refuse truck. In one embodiment,accumulator 70 includes a drain and is positioned at a low heightrelative to the other components of natural gas system 50. Such aposition and drain allows for oil and other contaminants to be drainedfrom natural gas system 50.

Referring next to the exemplary embodiments shown in FIGS. 3A-3B,accumulator 70 is a reservoir that includes an inlet, shown as inlet 72,and an outlet, shown as outlet 74, defined within a housing 76. As shownin FIGS. 3A-3B, housing 76 has a rectangular cross-sectional shape. Inother embodiments, housing 76 is otherwise shaped (e.g., cylindrical,spherical, etc.). Housing 76 defines an inner volume that may be fixedor variable. In one embodiment, inlet 72 is configured to be coupled tofuel control module 60 and outlet 74 is configured to be coupled toengine 30. In another embodiment, outlet 74 is configured to be coupledto still another component of natural gas system 50 (e.g., ahigh-pressure coalescing filter, etc.).

Natural gas flows along a flow path through accumulator 70, according toan exemplary embodiment. The flow path may be defined between inlet 72and outlet 74 through the inner volume of housing 76. A flow of naturalgas entering inlet 72 may include one or more fluctuations. By way ofexample, the pressure, temperature, or flow rate, among othercharacteristics, of the flow entering inlet 72 may vary as a function oftime. According to an exemplary embodiment, the inner volume of housing76 contains a volume of natural gas that buffers fluctuations inpressure, temperature, or flow rate of natural gas flow through inlet72. By way of example, a pressure fluctuation acting on natural gas atinlet 72 is dissipated as it propagates through the natural gas withinthe inner volume of housing 76 such that the pressure fluctuation isreduced or eliminated at outlet 74. According to another exemplaryembodiment, an interaction between the flow of natural gas and an innersurface of housing 76 dissipates pressure variations as the natural gasflows between inlet 72 and outlet 74.

According to an exemplary embodiment, accumulator 70 buffersfluctuations in flow of natural gas through inlet 72 without bufferingset point changes to pressure, temperature, flow rate, or othercharacteristics. By way of example, brief variations in the flow ofnatural gas may include variations in pressure or flow rate caused by amechanical regulator whereas set point changes to pressure or flow ratemay be provided according to a control strategy for the natural gassystem.

As shown in FIG. 3B, accumulator 70 includes a flow buffer, shown asbaffle 78. In one embodiment, baffle 78 is configured to extend thelength of the flow path through accumulator 70, thereby further reducingthe prevalence of fluctuations in the flow of natural gas at outlet 74.In another embodiment, baffle 78 is configured to provide additionalsurface with which the flow of natural gas interacts, thereby furtherreducing the prevalence of fluctuations in flow of natural gas at outlet74. According to the exemplary embodiment shown in FIG. 3B, accumulator70 includes a plurality of baffles 78 arranged parallel to one another.In other embodiments, accumulator 70 includes a single baffle 78 orbaffles 78 that are otherwise arranged. Baffles 78 are flat plates inthe exemplary embodiment shown in FIG. 3B. In other embodiments, baffles78 are otherwise shaped. By way of example, baffles 78 may be curved andarranged for form a coil that defines a spiral flow path.

Referring next to the exemplary embodiment shown in FIG. 4, accumulator70 includes a supplemental length of conduit. As shown in FIG. 4,natural gas flows from inlet 72 to outlet 74 along a length of conduit.In one embodiment, a length of conduit beyond the length of conduitrequired to couple various components of a natural gas system definesthe supplemental length. By way of example, a fuel control module may beseparated from an engine by a conduit run distance of fifteen feet, andthe fuel control module may be coupled to the engine with a conduithaving a length of twenty feet, the difference between the conduit rundistance and the conduit length defining the supplemental length ofconduit that forms accumulator 70. As shown in FIG. 4, the supplementallength of conduit is coiled. According to an alternative embodiment, thesupplemental length of conduit is otherwise arranged (e.g., looped,arranged in a U-shape, routed along a body or frame of a vehicle, etc.).

Referring next to the exemplary embodiment shown in FIG. 5, accumulator70 includes a movable wall 110 positioned within the inner volume ofhousing 76. Movable wall 110 is actuated to vary the inner volume ofhousing 76, according to an exemplary embodiment. Changing the innervolume of housing 76 varies a buffer level provided by accumulator 70(e.g., the inner volume may be decreased to lower the buffer level, theinner volume may be increased to increase the buffer level, etc.).According to an exemplary embodiment, the buffer level may be lowered toreduce the impact of accumulator 70 on the flow of natural gas. In oneembodiment, the buffer level of accumulator 70 is lowered to increaseresponsiveness and facilitate providing the engine with a variable flowof natural gas (e.g., a flow having a flow rate or pressure that variesbased on a throttle input, etc.).

In one embodiment, the movable wall 110 is a rigid wall that may beactuated to change the inner volume of housing 76. According to theexemplary embodiment shown in FIG. 5, movable wall 110 is a flexiblebladder that may be inflated from position 112 to position 114 ordeflated from position 112 to position 116. Inflating the flexiblebladder to position 114 may decrease the buffer level of accumulator 70while deflating the flexible bladder to position 116 may increase thebuffer level of accumulator 70. Such inflation or deflation of theflexible bladder may be facilitated by a fluid port (e.g., a hydraulicport, a pneumatic port, etc.) and various accumulators, pumps, valves,or other components. The fluid port may be coupled to an air system of avehicle.

According to an exemplary embodiment, the inner volume of housing 76 isactively varied (e.g., by inflating and deflating the flexible bladder,by otherwise actuating movable wall 110, etc.) to counter pressurefluctuations in the flow of natural gas at inlet 72. By way of example,a pressure transducer may detect the pressure of the inlet flow ofnatural gas and provide sensor signals to a controller, and thecontroller may engage an actuator (e.g., a linear actuator, a rotationalactuator, a source of a pressurized fluid, etc.) to generate a pressurewave that interfaces with and dampens the pressure fluctuation.

Referring next to the exemplary embodiments shown in FIGS. 6-7, naturalgas system 50 includes a manifold 120 disposed along the flow pathdefined along high-pressure line 80, which couples fuel pod 40 with fuelcontrol module 60. As shown in FIGS. 6-7, a first conduit, shown ashigh-pressure line 82, couples fuel pod 40 with manifold 120, and asecond conduit, shown as high-pressure line 84, couples manifold 120with fuel control module 60. Manifold 120 includes various componentsconfigured to facilitate the operation of natural gas system 50.According to an alternative embodiment, manifold 120 is positioneddownstream of fuel control module 60 (e.g., between fuel control module60 and engine 30, between fuel control module 60 and accumulator 70,between accumulator 70 and engine 30, etc.).

Referring still to FIGS. 6-7, fuel pod 40 includes a plurality of tanks,shown as tanks 42. In other embodiments, fuel pod 40 includes more orfewer tanks 42. Tanks 42 are configured to store natural gas for use inengine 30, according to an exemplary embodiment. As shown in FIGS. 6-7,each tank 42 includes a shutoff valve 44. Shutoff valve 44 allows anoperator, user, or other personnel to stop the flow of natural gas fromtank 42, according to an exemplary embodiment. As shown in FIGS. 6-7,the flow of natural gas from each tank 42 is combined into a singleoutlet conduit 46 with a plurality of intermediate conduits 48.According to an exemplary embodiment, the single outlet conduit 46interfaces with the various other components of natural gas system 50 toprovide a flow of natural gas to engine 30. In one embodiment, singleoutlet conduit 46 is a separate line that is coupled to high-pressureline 80. In another embodiment, single outlet conduit 46 is defined by aportion of high-pressure line 80 (i.e., high-pressure line 82 may couplemanifold 120 with a union of the plurality of intermediate conduits 48).

As shown in FIG. 8, manifold 120 includes a shutoff valve 122 disposedalong the flow path between fuel pod 40 and fuel control module 60.Closing shutoff valve 122 stops the flow of natural gas from fuel pod40. In one embodiment, shutoff valve 122 includes a ball valve. In otherembodiments, shutoff valve 122 includes another type of valve (e.g., agate valve, etc.). Shutoff valve 122 is manually operated, according toan exemplary embodiment. According to an alternative embodiment, shutoffvalve 122 is actuated electronically (e.g., with a solenoid, etc.). Suchelectronic actuation may occur upon user input or as part of a shutoffvalve control strategy.

In one embodiment, natural gas system 50 defines at least a portion ofthe fuel system for a vehicle. Fuel pod 40 may be positioned along theroof of a body assembly, according to an exemplary embodiment. In otherembodiments, fuel pod 40 is positioned behind the drum on a concretemixer truck. In still other embodiments, fuel pod 40 is coupled to atailgate of a vehicle or still otherwise positioned. According to anexemplary embodiment, an operator may isolate each of the plurality oftanks 42 by closing shutoff valve 122. The position of shutoff valve 122facilitates simultaneously stopping the flow of natural gas from eachtank 42 of fuel pod 40. According to an exemplary embodiment, manifold120 is positioned near fuel pod 40, thereby isolating a greater portionof the high-pressure natural gas system.

In the event of a combustion event occurring onboard the vehicle, anoperator may need to isolate each tank 42. Conventionally, where severalnatural gas tanks are positioned along the roof of a vehicle, anoperator must climb to the roof of the vehicle and close valves toindividually stop the flow of fuel from the tanks. Shutoff valve 122facilitates the simultaneous disengagement of tanks 42, thereby reducingthe need for an operator to shut off each tank 42 individually. In oneembodiment, manifold 120 is positioned such that an operator standingalongside the vehicle may actuate shutoff valve 122, thereby reducingthe need for the operator to board the vehicle to stop the flow ofnatural gas from tanks 42.

According to the exemplary embodiment shown in FIG. 8, manifold 120includes a defueling valve 124 disposed along the flow path between fuelpod 40 and fuel control module 60. Defueling valve 124 facilitatesremoving fuel from fuel pod 40, according to an exemplary embodiment.According to an alternative embodiment, defueling valve 124 allows anoperator to perform a pressure equalization and transfer natural gas toanother vehicle. Defueling valve 124 is positioned along the outersurface of a body assembly for a vehicle, according to an exemplaryembodiment. As shown in FIG. 8, defueling valve 124 engages a fitting126 (e.g., a quick-release fitting, etc.) and a vent 128 to facilitatedefueling and pressure equalization. In one embodiment, defueling valve124 is a three-way ball valve having a first port exposed tohigh-pressure line 82, a second port in fluid communication with vent128, and a third port exposed to fitting 126. The three-way ball valvefacilitates venting natural gas pressure (e.g., through vent 128, etc.)within a hose used to defuel or perform a pressure equalization,according to an exemplary embodiment.

Referring next to the exemplary embodiments shown in FIGS. 9-10, naturalgas system 50 includes a filter, shown as high-pressure coalescingfilter 130, positioned downstream of fuel control module 60. As shown inFIG. 9, high-pressure coalescing filter 130 is positioned between fuelcontrol module 60 and accumulator 70. As shown in FIG. 10, high-pressurecoalescing filter 130 is positioned between fuel control module 60 andengine 30. In other embodiments, high-pressure coalescing filter 130 isotherwise positioned (e.g., upstream of fuel control module 60, etc.).

According to an exemplary embodiment, high-pressure coalescing filter130 removes contaminants (e.g., oil, debris, etc.) from the flow ofnatural gas before it reaches engine 30. As shown in FIGS. 9-10, naturalgas system 50 includes a first pressure transducer, shown as pressuretransducer 132, positioned upstream of high-pressure coalescing filter130 and a second pressure transducer, shown as pressure transducer 134,positioned downstream of high-pressure coalescing filter 130. Pressuretransducer 132 and pressure transducer 134 measure the upstream anddownstream pressure of the natural gas flowing through high-pressurecoalescing filter 130, respectively.

As shown in FIGS. 9-10, natural gas fuel system 50 includes a controller140. According to an exemplary embodiment, controller 140 is coupled topressure transducer 132 and pressure transducer 134. In one embodiment,pressure transducer 132 and pressure transducer 134 are configured toprovide sensor signals to controller 140 indicating the upstream anddownstream pressure of the natural gas flowing through high-pressurecoalescing filter 130, respectively. In one embodiment, controller 140is configured to evaluate the sensors signals from pressure transducer132 and pressure transducer 134 to determine a pressure differentialacross high-pressure coalescing filter 130. As high-pressure coalescingfilter 130 removes contaminants from the flow of natural gas,high-pressure coalescing filter 130 begins to clog, and the pressuredifferential increases. According to an exemplary embodiment, controller140 is configured to provide a signal 142 when the pressure differentialexceeds a threshold value (e.g., 50 PSI, 90 PSI, etc.) (i.e., controller140 provides a service signal). According to an alternative embodiment,signal 142 encodes data relating to an observed pressure differential(e.g., 20 PSI, etc.) across high-pressure coalescing filter 130.

In one embodiment, signal 142 is provided to a user interface (e.g., adisplay, a warning light, etc.) to alert an operator that high-pressurecoalescing filter requires service or repair. In other embodiments,signal 142 is provided to still another system or device (e.g., a remotesystem that monitors the performance of the vehicle, a control systemconfigured to limit the performance of the vehicle by entering a “limpmode” to prevent damage once the pressure differential exceeds thethreshold value, etc.). Sending a service signal, a signal that encodesdata, or providing a signal to another system reduces the likelihoodthat damage will occur to various components of the vehicle (e.g.,engine 30, fouling of sensors or plugs, etc.) due to operating naturalgas system 50 with an ineffective or clogged high-pressure coalescingfilter 130.

Referring next to the exemplary embodiments shown in FIGS. 11-12,natural gas system 50 includes a valve 150 disposed along a flow pathdefined by a conduit coupling tank 42 and engine 30. Valve 150 replacesa traditional mechanical regulator, according to an exemplaryembodiment. In one embodiment, valve 150 is actively adjustable andreduces the flow rate fluctuations common with fixed, mechanicalregulators. Such flow rate fluctuations occur as a function of thepressure within tank 42 and may generate power fluctuations in engine30. Tank 42 provides a supply flow of natural gas. According to anexemplary embodiment, valve 150 is configured to provide a regulatedflow of natural gas to engine 30 by adjusting the supply flow of naturalgas. As shown in FIGS. 11-12, a controller 170 is coupled to valve 150.According to an exemplary embodiment, controller 170 is configured toevaluate a target pressure (e.g., 110 PSI, etc.) for the regulated flowof natural gas and selectively engage valve 150 such that engine 30receives natural gas at the target pressure. Selectively engaging valve150 accounts for pressure variations due to decreased pressure in tank42, losses due to interaction between the natural gas and the conduitsand components of natural gas system 50, or still other conditions.

As shown in FIGS. 11-12, valve 150 includes a movable valve element 152(e.g., a valve spool, a poppet, etc.) that is engaged by an actuator,shown as solenoid 154 (e.g., a proportional solenoid, etc.). Movablevalve element 152 is movable between a closed position, shown in FIGS.11-12, and various open positions where natural gas flows through valve150. The flow rate, pressure, or other characteristic of the regulatedflow of natural gas may vary based on the position of moveable valveelement 152. As shown in FIGS. 11-12, movable valve element 152 isbiased (e.g., with a resilient member) into a check valve configuration,where fluid flow through valve 150 is stopped.

According to an exemplary embodiment, valve 150 is coupled to acontroller, shown as controller 170. In one embodiment, controller 170is coupled to solenoid 154. Controller 170 may send and receive signals(e.g., electrical pulses, etc.) to or from solenoid 154. According tothe embodiment shown in FIGS. 11-12, controller 170 is configured tosend a command signal to solenoid 154. Solenoid 154 may actuate moveablevalve element 152 as a function of the command signal. According to anexemplary embodiment, controller 170 sends command signals to solenoid154 such that engine 30 receives natural gas at the target pressure.

In one embodiment, controller 170 receives or retrieves the targetpressure for the regulated flow of natural gas. By way of example, anoperator may provide a target pressure via a user interface. By way ofanother example, a remote operation system may provide the targetpressure to controller 170. By way of still another example, the targetpressure may be stored in a memory (i.e., the target pressure may beretrieved by controller 170). Controller 170 may evaluate the targetpressure and selectively engage valve 150.

As shown in FIG. 12, natural gas system 50 includes a sensor, shown aspressure transducer 180. Pressure transducer 180 is disposed along theflow path downstream of valve 150. According to an exemplary embodiment,pressure transducer 180 is configured to provide sensor signals relatingto the pressure of the regulated flow of natural gas. According to anexemplary embodiment, pressure transducer 180 is positioned along theflow path near engine 30 such that pressure transducer 180 reads thepressure of the natural gas as it flows into engine 30. By way ofexample, the pressure of the regulated flow of natural gas may be at thetarget pressure near the output of valve 150 but decrease due to linelosses as it travels to engine 30. Positioning pressure transducer 180along the flow path near engine 30 reduces the error that may otherwisebe associated with such line loses and reduces the risk of providingengine 30 with a flow of natural gas below the target pressure.

In one embodiment, controller 170 is configured to evaluate the sensorsignals as part of a closed-loop control strategy. By way of example,controller 170 may be configured to evaluate the sensor signals frompressure transducer 180 and compare the pressure of the regulated flowof natural gas to the target pressure. Controller 170 may be configuredto engage solenoid 154 while the pressure observed by pressuretransducer 180 differs from the target pressure. Such a closed-loopcontrol strategy may employ a deadband pressure variation (e.g., 5 PSI,etc.). Controller 170 is configured to not engage solenoid 154 when thepressure observed by pressure transducer 180 falls within the deadbandpressure variation, according to one embodiment. Employing a deadbandpressure variation reduces actuation of solenoid 154 and limitspremature wear on the components of natural gas system 50, according toone embodiment. In other embodiments, controller 170 is configured toemploy an open-loop control strategy and engage valve 150 without regardfor the pressure of the regulated flow of natural gas.

As shown in FIG. 12, natural gas system 50 includes a sensor 182 that iscoupled to controller 170 and configured to provide sensor signals. Inone embodiment, sensor 182 is a throttle position sensor configured toprovide information relating to a requested throttle input for a vehicle(e.g., a refuse truck, a concrete mixer truck, a military truck, etc.).According to the embodiment shown in FIG. 12, controller 170 is coupledto engine 30. By way of example, controller 170 may be coupled to acontroller area network bus of engine 30 (e.g., part of an enginemanagement system, etc.). Various signals relating to an enginecondition of engine 30 may be provided to controller 170. In oneembodiment, the engine condition includes at least one of a current fuelconsumption demand, whether the engine is running lean or rich, and asignal from a post-combustion oxygen sensor.

According to one embodiment, controller 170 is configured to determinethe target pressure using information from at least one of engine 30 andsensor 182. In one embodiment, controller 170 is configured to determinethe target pressure based on the requested throttle input. By way ofexample, the target pressure may increase such that engine 30 receivesmore fuel when an operator presses a throttle pedal. In anotherembodiment, controller 170 is configured to determine the targetpressure based on an engine condition (e.g., a current fuel consumptiondemand, etc.). In still another embodiment, controller 170 determinesthe target pressure using an offset provided by an operator. By way ofexample, an operator may manually control the target pressure or mayengage a “high idle” mode and increase the target pressure above thatrequired based on the current engine conditions.

Referring next to the exemplary embodiments shown in FIGS. 13-14B, avehicle, shown as refuse truck 200, includes a fuel pod 210 configuredto provide natural gas to power an engine 220. According to analternative embodiment, the vehicle is another type of vehicle (e.g., aconcrete mixer truck, a military truck, etc.). As shown in FIG. 13,refuse truck 200 includes a body assembly (e.g., a hopper, etc.), shownas body assembly 230, coupled to a frame 240. According to an exemplaryembodiment, body assembly 230 includes a plurality of sidewalls 232, anupper wall 234, and a fender panel, shown as fender 236. As shown inFIG. 13, fender 236 is positioned along a lower portion of sidewall 232.

As shown in FIG. 13, a tailgate 238 is coupled to body assembly 230 witha hinge 242 having a pivot point 245. Tailgate 238 is movable aboutpivot point 245 by an actuator, shown as a linear hydraulic actuator244. Tailgate 238 is configured to be moveable about pivot point 245 byactuator 244 between a closed position, in which tailgate 238 closes anopen back end of body assembly 230, and an open position, in whichtailgate 238 allows access to the interior of body assembly 230 throughthe back end of body assembly 230.

According to an exemplary embodiment, fuel pod 210 is mounted ontailgate 238. Fuel pod 210 includes a plurality of natural gas fueltanks, according to an exemplary embodiment. Fuel pod 210 is coupled toengine 220 with a plurality of conduits that define a flow path.According to an exemplary embodiment, a fuel regulator 270 is disposedalong the flow path and configured to regulate a flow of natural gasfrom fuel pod 210.

As shown in FIG. 13, refuse truck 200 includes a valve, shown as shutoffvalve 250, disposed along the flow path between fuel pod 210 and fuelregulator 270. Shutoff valve 250 includes a lever, shown as lever 252,that is configured to actuate shutoff valve 250 and control the flow ofnatural gas from fuel pod 210. In other embodiments, shutoff valve 250is remotely actuatable (e.g., shutoff valve may include a solenoidvalve, etc.). According to an exemplary embodiment, shutoff valve 250 iscoupled to a lower portion of body assembly 230 such that an operatorstanding alongside refuse truck 200 may isolate fuel pod 210 by engagingshutoff valve 250. As shown in FIG. 13, shutoff valve 250 is positionedunderneath fender 236. In one embodiment, one or more covers areassociated with shutoff valve 250 (e.g., permanently disposed over oracross, selectively repositionable over or across, etc.). The one ormore covers may include or interface with a lock, latch, or othermechanism configured to selectively inhibit access to shutoff valve 250.Such a lock, latch, or other mechanism may be used to facilitate amaintenance or service operation of refuse truck 200 (e.g., as part of alockout/tag out procedure to prevent unintended or undesired fuelactivation during a maintenance or service operation, etc.).

Referring still to the exemplary embodiment shown in FIG. 13, refusetruck 200 includes a user access panel 260. As shown in FIG. 13, useraccess panel 260 is positioned along a lower portion of body assembly230 such that an operator standing alongside refuse truck 200 may engageone or more components of user access panel 260. In one embodiment, useraccess panel 260 provides a user interface, while various components ofthe natural gas system (e.g., fuel regulator 270, etc.) are positionedlaterally inboard (e.g., between frame rails of frame 240, etc.).Positioning various components of the natural gas system (e.g., fuelregulator 270, etc.) laterally inboard of user access panel 260facilitates mounting still other components along the outer surface ofbody assembly 230 without limiting an operator's ability to control thenatural gas system. Refuse truck 200 spaces large components andassociated fittings of fuel regulator 270 from exposed areas of bodyassembly 230, thereby allowing use of the exposed area for otherpurposes (e.g., to provide storage, etc.). According to an alternativeembodiment, user access panel 260 is positioned within a fuel storageunit.

Referring next to FIG. 14A, refuse truck 200 includes a fuel managementmodule, shown as fuel management module 258. As shown in FIG. 14A, fuelmanagement module 258 includes user access panel 260 and a manifold 280.Fuel management module 258 may be positioned immediately behind anoperator cab of refuse truck 200. User access panel 260 is disposedalong a flow path between fuel pod 210 and engine 220. Fuel regulator270 is included as part of manifold 280. In one embodiment, manifold 280is positioned near engine 220, thereby reducing the impact ofpost-regulation pressure losses and increasing the likelihood ofproviding natural gas to engine 220 at a target or preset pressure.

According an exemplary embodiment, manifold 280 includes a shutoffvalve, shown as shutoff valve 282, and a pressure transducer, shown aspressure transducer 284. As shown in FIG. 14A, shutoff valve 282includes a normally-closed solenoid valve positioned to selectivelydisengage the natural gas system from engine 220. Shutoff valve 282 isengaged and disengaged with a controller, according to an exemplaryembodiment. In some embodiments, shutoff valve 282 prevents the flow ofnatural gas to engine 220 when refuse truck 200 is turned off. Pressuretransducer 284 is positioned upstream of fuel regulator 270 and providessensor signals (e.g., digital signals to a controller or gauge, analogsignals to a controller or gauge, etc.) relating to the pressure of thenatural gas in fuel pod 210. Pressure transducer 284 provides a signal(e.g., a signal of between 0.5 volts and 4.5 volts, etc.) relating tothe pressure of the natural gas in fuel pod 210 to a gauge positioned ina cab of refuse truck 200, according to an exemplary embodiment.According to the exemplary embodiment shown in FIG. 14A, a filter 290 ispositioned along the flow path between fuel pod 210 and engine 220.

Referring still to FIG. 14A, user access panel 260 includes ahigh-pressure fuel gauge 262, a first fuel receptacle 264 (e.g., a NGV1fuel receptacle, etc.), a second fuel receptacle 266 (e.g., a transitfill fuel receptacle, etc.), and a manual shutoff valve 268. As shown inFIG. 14A, high-pressure fuel gauge 262 is an analog gauge configured toindicate a fill level (e.g., a pressure, etc.) of the natural gas withinfuel pod 210. In other embodiments, high-pressure fuel gauge 262receives a signal from a pressure transducer (e.g., pressure transducer284, etc.) and indicates a fill level of the natural gas within fuel pod210.

Referring next to FIG. 14B, refuse truck 200 includes a fault conditionmanagement system. In one embodiment, the fault condition managementsystem is configured to monitor one or more operating conditionsassociated with refuse truck 200 and respond to reduce the risk ofdamage to refuse truck 200 upon detecting a fault condition. Such afault condition may occur due to an unintended combustion event withinan engine bay of refuse truck 200, due to material combusting within ahopper of body assembly 230 of refuse truck 200, and/or due to damage toone or more components of the natural gas fuel system (e.g., due to acollision with a tree or other object within a surrounding environment,etc.), among other alternatives.

As shown in FIG. 14B, the fault condition management system includes acontroller 212. Controller 212 may be implemented as a general-purposeprocessor, an application specific integrated circuit (ASIC), one ormore field programmable gate arrays (FPGAs), a digital-signal-processor(DSP), circuits containing one or more processing components, circuitryfor supporting a microprocessor, a group of processing components, orother suitable electronic processing components. According to theembodiment shown in FIG. 14B, controller 212 includes a processingcircuit 214 and a memory 216. Processing circuit 214 may include anASIC, one or more FPGAs, a DSP, circuits containing one or moreprocessing components, circuitry for supporting a microprocessor, agroup of processing components, or other suitable electronic processingcomponents.

In some embodiments, controller 212 is configured to execute computercode stored in memory 216 to facilitate the activities described herein.Memory 216 may be any volatile or non-volatile computer-readable storagemedium capable of storing data or computer code relating to theactivities described herein. In one embodiment, memory 216 has computercode modules (e.g., executable code, object code, source code, scriptcode, machine code, etc.) configured for execution by processing circuit214. In some embodiments, controller 212 represents a collection ofprocessing devices (e.g., servers, data centers, etc.). In such cases,processing circuit 214 represents the collective processors of thedevices, and memory 216 represents the collective storage devices of thedevices.

According to the exemplary embodiment shown in FIG. 14B, the faultcondition management system of refuse truck 200 includes a pressuresensor 218. Controller 212 may be configured to send signals to, andreceive signals from, pressure sensor 218. In one embodiment, pressuresensor 218 is positioned to provide pressure data relating to a pressureof natural gas between fuel pod 210 and engine 220. In one embodiment,pressure sensor 218 is positioned along a flow path between fuel pod 210and engine 220 near fuel pod 210. In another embodiment, pressure sensor218 is positioned near engine 220. In yet another embodiment, pressuresensor 218 is otherwise positioned between fuel pod 210 and engine 220.By way of example, pressure sensor 218 may be positioned within fuelmanagement module 258. As shown in FIG. 14B, refuse truck 200 includes aplurality of pressure sensors 218 selectively positioned along the flowpath between fuel pod 210 and engine 220. In other embodiments, refusetruck 200 includes only one pressure sensor 218. In some embodiments,pressure transducer 284 positioned within manifold 280 provides pressuredata to controller 212. Controller 212 may evaluate pressure dataprovided by pressure transducer 284 in addition to pressure dataprovided by pressure sensor 218 (i.e., refuse truck 200 may include bothone or more pressure sensors 218 and pressure transducer 284, etc.). Inother embodiments, refuse truck 200 includes only pressure transducer284 (i.e., does not include other pressure sensors 218, etc.).

Referring still to FIG. 14B, the fault condition management system ofrefuse truck 200 includes a plurality of temperature sensors. Controller212 may be configured to send signals to, and receive signals from, thetemperature sensors. The temperature sensors may be positioned toprovide temperature data relating to the temperature of one or moreenvironments associated with refuse truck 200 and/or the temperature ofone or more components of refuse truck 200. As shown in FIG. 14B, refusetruck 200 includes a temperature sensor, shown as hopper temperaturesensor 224, that is coupled to body assembly 230 of refuse truck 200.Hopper temperature sensor 224 may be positioned to monitor a temperatureof a hopper associated with body assembly 230 of refuse truck 200.Refuse truck 200 further includes a temperature sensor, shown as enginebay temperature sensor 226, that is coupled to body assembly 230 ofrefuse truck 200. Engine bay temperature sensor 226 may be positioned tomonitor a temperature of an engine bay associated with body assembly 230of refuse truck 200. Refuse truck 200 may include a plurality of hoppertemperature sensors 224 and a plurality of engine bay temperaturesensors 226. In other embodiments, refuse truck 200 includes either oneor more hopper temperature sensors 224 or one or more engine baytemperature sensors 226. In still other embodiments, refuse truck 200includes still other temperature sensors, shown as temperature sensors228, positioned to provide temperature data relating to the temperatureof still environments associated with refuse truck 200 and/or thetemperature of still other components of refuse truck 200. In yet otherembodiments, refuse truck 200 does not include such temperature sensors.In further embodiments, controller 212 may be configured to send signalsto, and receive signals from, other types of sensors positioned toprovide data relating to an environment associated with refuse truck200. By way of example, the sensors may include one or more cameras(e.g., infrared cameras, etc.), one or more pieces of smoke detectionequipment, and/or still another device. Refuse truck 200 may includesuch sensors in addition to or in place of the temperature sensors.Controller 212 may interact with, and make decisions based uponinformation from, such sensors according to the various temperaturesensor-based control schemes outlined herein.

As shown in FIG. 14B, refuse truck 200 includes a shutoff valve, shownas solenoid valve 222. In one embodiment, solenoid valve 222 includes aspring-biased spool valve. Solenoid valve 222 may be provided inaddition to or in place of shutoff valve 282. Controller 212 may controlthe operation of solenoid valve 222 to selectively restrict the flow offuel to engine 220 when refuse truck 200 is turned off. Controller 212may be coupled to solenoid valve 222 and configured to control theoperation thereof. In one embodiment, solenoid valve 222 is configuredto be remotely actuated (e.g., by controller 212, etc.) and therebyselectively restrict (e.g., terminate, etc.) the flow of natural gasbetween fuel pod 210 to engine 220. In one embodiment, solenoid valve222 is positioned along the flow path between fuel pod 210 and engine220 near fuel pod 210 (e.g., to prevent fuel from flowing out of fuelpod 210 and into one or more conduits toward engine 220, etc.). Inanother embodiment, solenoid valve 222 is positioned along the flow pathbetween fuel pod 210 and engine 220 near engine 220. In yet anotherembodiment, solenoid valve 222 is otherwise positioned along the flowpath between fuel pod 210 and engine 220.

Solenoid valve 222 may be protectively secured to or within refuse truck200 along the flow path between fuel pod 210 and engine 220. By way ofexample, solenoid valve 222 may be disposed within a portion of tailgate238, positioned within a portion of body assembly 230, and/or covered bya protective shield. Solenoid valve 222 may thereby be positioned orprotected to reduce the risk of damage thereto (e.g., from debris, fromcollisions, etc.).

According to an exemplary embodiment, solenoid valve 222 is anormally-closed solenoid valve. In one embodiment, solenoid valve 222 isbiased (e.g., with a spring or other resilient member, etc.) into aclosed orientation such that it limits the flow of fuel therethrough.Controller 212 may activate solenoid valve 222 by providing a commandsignal (e.g., a voltage, etc.) or by ceasing the transmission of acommand signal, according to various embodiments. In embodiments wheresolenoid valve 222 is a normally-closed solenoid valve, the commandsignal may actuate solenoid valve 222 into an open orientation, allowingthe flow of fuel therethrough. Controller 212 may continue to providethe command signal during normal operation of refuse truck 200 andactivate solenoid valve 222 into a closed orientation by terminating thecommand signal transmission (e.g., as part of a solenoid actuationstrategy, in response to refuse truck 200 being turned off, etc.). Inother embodiments, controller 212 is configured to provide a commandsignal to activate solenoid valve 222 into an open orientation andprovide a command signal to activate solenoid valve 222 into a closedorientation. Solenoid valve 222 may selectively permit the flow of fuelbetween fuel pod 210 and engine 220 when in the open orientation andselectively restrict the flow of fuel between fuel pod 210 and engine220 when in the closed orientation. According to an exemplaryembodiment, solenoid valve 222 is not an excess flow valve (i.e., not avalve configured to close in response to a high flow condition caused bya downstream conduit being pierced, separated, or otherwise damaged,etc.).

According to an exemplary embodiment, controller 212 is configured tomonitor the pressure of the natural gas flowing through one or moreconduits between fuel pod 210 and engine 220. By way of example,controller 212 may be configured to evaluate the pressure data providedby pressure sensor 218. In one embodiment, controller 212 is configuredto compare the pressure of a natural gas fuel within one or more of theconduits coupling fuel pod 210 to engine 220 to a pressure threshold.The pressure threshold may be related to the normal operating pressureof the natural gas fuel between fuel pod 210 and fuel management module258 (e.g., approximately 200-3,600 PSI, etc.). By way of example, thepressure threshold may be may be equal to the normal operating pressureof the natural gas fuel between fuel pod 210 and fuel management module258 (e.g., approximately 200-3,600 PSI, etc.) or may be above or belowthe normal operating pressure of the natural gas fuel between fuel pod210 and fuel management module 258 (e.g., to provide a deadbandoperating zone and permit limited pressure fluctuations, etc.). Thepressure threshold may be related to the normal operating pressure ofthe natural gas fuel between fuel management module 258 and engine 220(e.g., approximately 80-150 PSI, approximately 125 PSI, etc.). By way ofexample, the pressure threshold may be may be equal to the normaloperating pressure of the natural gas fuel between fuel managementmodule 258 and engine 220 (e.g., approximately 80-150 PSI, etc.) or maybe above or below the normal operating pressure of the natural gas fuelbetween fuel management module 258 and engine 220 (e.g., to provide adeadband operating zone and permit limited pressure fluctuations, etc.).Controller 212 may thereby set the pressure threshold in response to theposition of pressure sensor 218 (e.g., upstream of fuel managementmodule 258, downstream of fuel management module 258, etc.). In oneembodiment, controller 212 is configured to identify a fault conditionin response to the pressure within the one or more lines coupling fuelpod 210 to engine 220 falling below the pressure threshold (e.g.,falling below a discrete pressure threshold, falling below a low valueof a pressure threshold range, etc.). Controller 212 may be configuredto deactivate solenoid valve 222 (e.g., actuate solenoid valve 222toward or into a closed orientation, stop providing a command signal tosolenoid valve 222, etc.) in response to identifying the faultcondition.

A fault condition relating to the pressure in one or more lines couplingfuel pod 210 to engine 220 falling below the pressure threshold maydefine a pressure fault condition. The pressure fault condition mayoccur due to damage to one or more lines coupling fuel pod 210 to engine220. By way of example, one or more of the lines may become punctured,torn, separated, dented, melted, burned, or otherwise damaged duringoperation of refuse truck 200 (e.g., due to an unintended combustionevent within an engine bay of refuse truck 200, due to combustion ofmaterial within body assembly 230, due to a collision between refusetruck 200 and a pole, a tree, a mailbox, another vehicle, or anotherexternal object, etc.). One or more fuel lines associated with refusetruck 200 may extend along a longitudinal wall (e.g., an outsidesidewall, etc.) of body assembly 230. Damaged fuel lines may leaknatural gas into refuse truck 200 and/or into the surroundingenvironment, thereby causing a reduction in the pressure of the naturalgas within the line, as sensed by pressure sensor 218 or another device.Controller 212 may deactivate solenoid valve 222 in response to thepressure fault condition such that fuel pod 210 is isolated or otherwisedisengaged. Refuse truck 200 may isolate or otherwise disengage fuel pod210 to terminate the flow of natural gas in response to the pressurefault condition and thereby reduce (e.g., eliminate, etc.) the risk ofexpelling natural gas into a surrounding environment and/or reduce therisk of fueling unintended combustion within an engine bay and/or bodyassembly 230 of refuse truck 200. In other embodiments, controller 212is configured to provide an operator with an indication (e.g., visual,audible, tactile, etc.) that the pressure has dropped below the pressurethreshold. The indication may be a warning or a status indication, amongother alternatives. Controller 212 thereby facilitates an operatormanually disengaging fuel pod 210 (e.g., stopping the flow of naturalgas by manually actuating shutoff valve 250, etc.).

According to an exemplary embodiment, controller 212 is configured tomonitor one or more environments associated with refuse truck 200 (e.g.,the temperature thereof, for the amount or presence of smoke, etc.)and/or the temperature of one or more components of refuse truck 200. Byway of example, controller 212 may be configured to evaluate thetemperature data provided by hopper temperature sensor 224, engine baytemperature sensor 226, other temperature sensors 228, and/or stillother sensors. In one embodiment, controller 212 is configured tocompare the temperature of environments associated with refuse truck 200and/or the temperature of one or more components of refuse truck 200with a temperature threshold. In one embodiment, controller 212 isconfigured to identify a fault condition in response to the temperatureof environments associated with refuse truck 200 and/or the temperatureof one or more components of refuse truck 200 exceeding the temperaturethreshold (e.g., exceeding a discrete temperature threshold, exceeding ahigh value of a temperature threshold range, etc.). In anotherembodiment, controller 212 is configured to identify a fault conditionin response to the amount of smoke within an environment associated withrefuse truck 200 exceeding a smoke threshold (e.g., exceeding a discretesmoke threshold, exceeding a high value of a smoke threshold range,etc.). Controller 212 may be configured to deactivate solenoid valve 222(e.g., actuate solenoid valve 222 toward or into a closed orientation,stop providing a command signal to solenoid valve 222, etc.) in responseto identifying the fault condition.

A fault condition relating to the temperature of environments associatedwith refuse truck 200 and/or the temperature of one or more componentsof refuse truck 200 exceeding the temperature threshold may define atemperature fault condition. A fault condition relating to the amount ofsmoke within an environment associated with refuse truck 200 exceedingthe smoke threshold may define a smoke fault condition. The temperaturefault condition and/or the smoke fault condition may occur due to theenvironment and/or component experiencing an elevated temperature (e.g.,due to excess solar exposure, due to an unintended combustion eventwithin an engine bay of refuse truck 200, due to material combustingwithin body assembly 230 or another portion of refuse truck 200, due toengine 220 overheating, etc.). Controller 212 may deactivate solenoidvalve 222 in response to the temperature fault condition and/or thesmoke fault condition such that fuel pod 210 is isolated or otherwisedisengaged. Such disengagement may reduce the risk fueling unintendedcombustion within an engine bay, body assembly 230, and/or anotherportion of refuse truck 200. Refuse truck 200 may isolate or otherwisedisengage fuel pod 210 to terminate the flow of natural gas in responseto the temperature fault condition and/or the smoke fault condition andthereby reduce (e.g., eliminate, etc.) the risk of expelling natural gasinto the vicinity of environments associated with refuse truck 200and/or one or more components of refuse truck 200. In other embodiments,controller 212 is configured to provide an operator with an indication(e.g., visual, audible, tactile, etc.) that the temperature has exceededthe temperature threshold and/or the amount of smoke has exceeded thesmoke threshold. The indication may be a warning or a status indication,among other alternatives. Controller 212 thereby facilitates an operatormanually disengaging fuel pod 210 (e.g., stopping the flow of naturalgas by manually actuating shutoff valve 250, etc.).

In one embodiment, controller 212 is configured to deactivate solenoidvalve 222 in response to a pressure fault condition, in response to atemperature fault condition, and in response to a smoke fault condition.In another embodiment, controller 212 is configured to deactivatesolenoid valve 222 in response to a pressure fault condition, atemperature fault condition, or a smoke fault condition. Refuse truck200 may thereby include only one or more pressure sensors (e.g.,pressure sensor 218, etc.), only one or more temperature sensors (e.g.,hopper temperature sensor 224, engine bay temperature sensor 226, othertemperature sensors 228, one or more cameras, etc.), only one or moresmoke sensors, or any combination thereof. In one embodiment, controller212 is configured to activate solenoid valve 222 (e.g., by providing acommand signal, etc.) only in response to the one or more sensorsindicating an “all clear” condition (e.g., indicating that refuse truck200 is not experiencing a temperature fault condition, is notexperiencing a pressure fault condition, and/or is not experiencing asmoke fault condition, etc.).

Refuse truck 200 may include an active purge system. The active purgesystem may dispense an inert gas into the fuel system of refuse truck200. The active purge system may reduce the risk of fueling anunintended combustion event and/or may facilitate extinguishing (e.g.,entirely extinguish, etc.) an unintended combustion event. Controller212 may be configured to engage the active purge system in response toat least one of a pressure fault condition, a temperature faultcondition, and a smoke fault condition. In one embodiment, the activepurge system includes a container (e.g., a tank, etc.) having a fluid(e.g., a compressed gas, cryogenic fluid, etc.) disposed therein. Thecontainer may be filled and stored onboard refuse truck 200. Thecontainer is selectively coupled to the fuel system of refuse truck 200,according to an exemplary embodiment. By way of example, a valve (e.g.,a solenoid valve, etc.) may be positioned to selectively couple the fuelsystem of refuse truck 200 with the container. Controller 212 may beconfigured to engage the valve (e.g., provide a signal to open thevalve, stop providing a signal that closes the valve, etc.) in responseto at least one of a pressure fault condition, a temperature faultcondition, and a smoke fault condition. The container may thereafterprovide the inert gas (e.g., directly where the fluid within thecontainer is a compressed gas, via a phase change where the fluid withinthe container is a cryogenic fluid, etc.) to flush the fuel system ofrefuse truck 200.

According to the exemplary embodiment shown in FIGS. 15-24, fuel pod 210is positioned at the rear of refuse truck 200. In one embodiment, fuelpod 210 is disposed at a rearmost point of refuse truck 200 (e.g., aposition along a longitudinal direction defined by the chassis of refusetruck 200 that opposes a position of the operator cab, etc.). As shownin FIGS. 15-24, fuel pod 210 is coupled to (e.g., attached to, disposedalong, mounted on, etc.) tailgate 238. Refuse truck 200 having fuel pod210 coupled to tailgate 238 may include one of various vehicleconfigurations (e.g., front-loading refuse vehicles, side-loading refusevehicles, etc.) without requiring substantial modification to thestructure of fuel pod 210, body assembly 230, tailgate 238, or stillanother portion of refuse truck 200. Accordingly, a common fuel pod 210may be used across various product platforms.

According to an exemplary embodiment, positioning fuel pod 210 at therear of refuse truck 200 (e.g., coupled to tailgate 238, etc.)facilitates achieving weight distribution targets for refuse truck 200.The front axle of traditional refuse trucks may support a relativelylarge percentage of the total weight thereof. Refuse truck 200 havingfuel pod 210 coupled to tailgate 238 has an improved weightdistribution, with weight shifted from the front axle of refuse truck200 to the rear axle of refuse truck 200.

Referring still to the exemplary embodiment shown in FIGS. 15-24,coupling fuel pod 210 to tailgate 238 reduces the overall height of therefuse truck 200 (e.g., relative to a refuse truck 200 having a fuel pod210 mounted to a top portion of body assembly 230, etc.). Positioningfuel pod 210 below a roofline defined by body assembly 230 may alsoreduce the risk of damage thereto (e.g., due to a collision between atree limb or other object and fuel pod 210, etc.). Elevating fuel pod210 from a position along a chassis of refuse truck 200 (e.g., below aframe rail, at the height of a frame rail, etc.) may also reduce therisk of damage thereto (e.g., due to debris from a road surface that maycontact or otherwise engage the fuel pod 210, etc.). Refuse truck 200having fuel pod 210 attached to tailgate 238 may also have a shorteroverall wheelbase relative to refuse vehicles having fuel tanks (e.g.,CNG tanks, etc.) disposed along a chassis thereof. In one embodiment,refuse truck 200 has a wheelbase that is too short to accommodate asufficient number of CNG fuel tanks mounted along the chassis (e.g.,along the frame rail, etc.).

According to an exemplary embodiment, fuel pod 210 includes a fuel tankconfigured to contain compressed natural gas within an internal volume.As shown in FIG. 15, fuel pod 210 includes a plurality of fuel tanks 300coupled to a mounting structure, shown as a rack 302. In one embodiment,the plurality of fuel tanks 300 are strap mounted to rack 302. Accordingto the alternative embodiment shown in FIG. 15, the plurality of fueltanks 300 include bosses 303 disposed at the ends thereof that arereceived by a plurality of interfaces of rack 302. According to stillother alternative embodiments, the plurality of fuel tanks 300 areotherwise secured to tailgate 238 (e.g., strap mounted directly to awall of tailgate 238, etc.).

As shown in FIG. 15, shutoff valve 250 is coupled between a firstconduit, shown as fuel pod conduit 254, and a second conduit, shown asengine conduit 256. Fuel pod conduit 254 extends between the pluralityof fuel tanks 300 of fuel pod 210 and shutoff valve 250. By way ofexample, solenoid valve 222 may be positioned along fuel pod conduit 254(e.g., protected within fuel pod 210, etc.). Engine conduit 256 extendsbetween the shutoff valve 250 and engine 220. In one embodiment, one ormore covers are associated with shutoff valve 250, fuel pod conduit 254,and/or engine conduit 256 to protect from debris or selectively inhibitaccess.

As shown in FIG. 15, fuel pod 210 includes a cover 304. Cover 304 isconfigured to at least partially protect the plurality of fuel tanks 300during operation of refuse truck 200 (e.g., from minor impacts due toroad debris, etc.), according to an exemplary embodiment. In oneembodiment, cover 304 at least partially defines an internal spacewithin which the plurality of fuel tanks 300 are disposed. A wall oftailgate 238 may cooperate with cover 304 to define the internal space.In one embodiment, tailgate 238 and cover 304 enclose (e.g., entirelysurround, seal off, partially surround, etc.) the plurality of fueltanks 300. In other embodiments, cover 304 encloses various othercomponents of refuse truck 200.

According to the exemplary embodiment shown in FIG. 15, a bumper, shownas bumper 306, is coupled to tailgate 238. As shown in FIGS. 15-21 and24, bumper 306 is coupled to tailgate 238 with a bumper frame, shown asbumper frame 307. In one embodiment, bumper 306 includes structuralelements configured to absorb energy in an impact. Bumper 306 may alsosupport a tool box, a container, or still another device configured tofacilitate an operator's use of refuse truck 200. As shown in FIGS.15-22, bumper frame 307 defines a plurality of apertures that receivelights associated with refuse truck 200 (e.g., directional signals,brake lights, etc.). Various lights or other systems of refuse truck 200may be coupled to bumper 306. As shown in FIGS. 15-17, bumper fame 307is coupled to tailgate 238 and includes interfaces (e.g., tabs,brackets, etc.) configured to receive a corresponding portion of bumper306. In some embodiments, cover 304 at least partially encloses aportion of bumper frame 307. As shown in FIGS. 15-18, cover 304 isconfigured to enclose a top surface of bumper frame 307.

According to the exemplary embodiment shown in FIGS. 15-21, bumper frame307 is coupled to tailgate 238 and extends rearward to a rear surface offuel pod 210. According to an alternative embodiment, bumper frame 307is coupled to a lower portion of tailgate 238 and extends to a rearportion thereof In still other embodiments, bumper frame 307 extendslongitudinally rearward of fuel pod 210.

As shown in FIGS. 16-18, cover 304 includes a pair of side walls 310, atop wall 312, and a rear wall 314. Sidewalls 310, top wall 312, and rearwall 314 may be integrally formed and define a single unitary body,thereby further improving the impact performance of cover 304. In otherembodiments, one or more of sidewalls 310, top wall 312 and rear wall314 are separate components that are coupled together (e.g., riveted,welded, adhesively secured, etc.). Accordingly, cover 304 may beselectively installed as a single body to enclose the plurality of fueltanks 300.

As shown in FIG. 18, sidewalls 310, top wall 312, and rear wall 314define an internal volume 316. In one embodiment, cover 304 isconfigured to receive fuel tanks 300 into internal volume 316. Cover 304may also receive rack 302 or other components of fuel pod 210 intointernal volume 316. As shown in FIGS. 16-18, an operator may use theinternal volume 316 to store equipment for use with refuse truck 200. Byway of example, an operator may store tools, protective equipment,safety equipment, or still other products within internal volume 316.According to the exemplary embodiment shown in FIGS. 16-18, cover 304includes openings 318 that allow access to internal volume 316. In oneembodiment, openings 318 are aligned with built-in toolboxes disposedwithin the internal volume 316. One or more panels may be disposed overopenings 318 to facilitate sealing openings 318 from an outsideenvironment. Such panels may be rotatably secured or otherwise coupledto cover 304.

According to the exemplary embodiment shown in FIG. 18, cover 304 has aprofile and size that correspond to the various components of fuel pod210 (e.g., fuel tanks 300, rack 302, bumper frame 307, internal impactmitigation structures, etc.). In other embodiments, at least one of theshape and size of cover 304 is otherwise shaped to accommodate stillother components of fuel pod 210, to accommodate external components(e.g., light bars, cameras, etc.), to improve the aesthetic appealthereof, and/or to improve the performance of refuse truck 200.

According to an exemplary embodiment, cover 304 is releasably coupled totailgate 238. By way of example, an operator may remove cover 304 fromtailgate 238 as a single assembly to facilitate accessing fuel tanks300. In other embodiments, cover 304 includes one or more removablepanels to facilitate accessing fuel tanks 300. According to an exemplaryembodiment, cover 304 includes a plurality of interfaces that engagecorresponding features defined by tailgate 238. By way of example, cover304 may define apertures (e.g., bores, holes, slots, etc.) that receiveprojections (e.g., studs, tabs, etc.) of tailgate 238. Cover 304 may besecured to tailgate 238 with one or more fastening systems (e.g.,straps, latches, snaps, etc.). According to an alternative embodiment,cover 304 is otherwise secured to tailgate 238 (e.g., pivotally coupledto, fixed to, etc.). According to still another alternative embodiment,fuel pod 210 is disposed along a rear portion of refuse truck 200 (e.g.,in the position shown in FIGS. 15-18, etc.) and pivotally coupleddirectly to body assembly 230 (e.g., with a hinge similar to hinge 242,etc.). Cover 304 may be coupled to rack 302 and rotate with fuel tanks300 and rack 302 relative to body assembly 230.

According to an exemplary embodiment, the highest point of fuel pod 210(e.g., top wall 312 of cover 304, etc.) is positioned below pivot point245. Positioning fuel pod 210 below pivot point 245 may reduce the riskof inadvertent damage during normal vehicle operation (e.g., damage tofuel tanks 300 or cover 304 while the vehicle is traveling under anoverpass or doorway, etc.). Positioning fuel pod 210 below pivot point245 may also reduce the risk of inadvertent contact between fuel pod 210and various components or structures disposed atop body assembly 230(e.g., when tailgate 238 is rotated about pivot point 245, etc.). Inother embodiments, fuel pod 210 is configured such that the highestpoint of fuel pod 210 is elevated above pivot point 245. By way ofexample, fuel pod 210 may be raised to improve the dynamic properties oftailgate 238 (e.g., by positioning fuel tanks 300 above the centerlineof tailgate 238, actuator 244 may lift tailgate 238 according to apreferred force or speed profile, etc.).

According to the exemplary embodiment shown in FIGS. 15, 18, and 24,fuel pod 210 includes an impact mitigation system, shown as skeleton320. As shown in FIGS. 15, 18, and 24, skeleton 320 is fixed to cover304. Skeleton 320 may be fixed to tailgate 238 or rack 302, or moveablycoupled to cover 304, tailgate 238, or rack 302, according to variousother embodiments. A plurality of non-structural conduits, raceways,and/or channels 321 configured to contain wiring, hydraulic lines,and/or other components may also be coupled to cover 304. In still otherembodiments, light bars or other devices may be integrated into cover304. According to an exemplary embodiment, skeleton 320 is a mechanicalsystem that operates without sensor input or electronic control.Skeleton 320 may define a passive impact mitigation system that reducesthe risk of damage to fuel tanks 300 and associated valves and plumbingindependent of operator control. As shown in FIG. 19, skeleton 320 atleast partially surrounds fuel tanks 300. In one embodiment, skeleton320 defines a protected region (e.g., pod, nest, cocoon, etc.) withinwhich fuel tanks 300 are disposed.

According to an exemplary embodiment, skeleton 320 defines a pluralityof load paths configured to redirect impact energy around fuel tanks300. According to an exemplary embodiment, skeleton 320 includes aplurality of structural frame members designed to at least one oftransmit and absorb impact energy. While shown in FIGS. 15, 18, and 24as disposed within cover 304, at least a portion of skeleton 320 may beprovided outside cover 304, according to various alternativeembodiments. The frame members of skeleton 320 may be formed usingvarious component shapes (e.g., angle material, channels, plates, tubes,stamped or otherwise formed members, etc.).

As shown in FIGS. 15, 18, and 24, skeleton 320 includes a plurality oflateral frame members 322, a plurality of vertical frame members 324,and a plurality of longitudinal frame members 326. In one embodiment,lateral frame members 322 extend laterally across a longitudinaldirection defined by body assembly 230 of refuse truck 200, whereaslongitudinal frame members 326 extend along the longitudinal directiondefined by body assembly 230 of refuse truck 200.

According to an exemplary embodiment, skeleton 320 includes a pluralityof metal frame members. In other embodiments, skeleton 320 includesframe members that are manufactured using a composite or anothermaterial. The frame members of skeleton 320 may be welded, fastened,adhesively secured, or still otherwise coupled to one another. In otherembodiments, various frame members of skeleton 320 are integrally formedand define a single unitary body (i.e., a single, formed component mayreplace several of the frame members shown in FIG. 19, etc.). By way ofexample, lateral frame members 322 and the corresponding longitudinalframe members 326 may be formed as a single U-shaped member.

Referring still to FIGS. 15, 18, and 24, lateral frame members 322 arepositioned rearward of fuel tanks 300 and are coupled on either end tovertical frame members 324. In one embodiment, at least one lateralframe member 322 is disposed along a rearmost portion of cover 304.Longitudinal frame members 326 are positioned on either end of fueltanks 300 and positioned laterally outward of fuel tanks 300, accordingto the exemplary embodiment shown in FIGS. 15, 18, and 24. In oneembodiment, longitudinal frame members 326 are coupled to vertical framemembers 324. According to an exemplary embodiment, longitudinal framemembers 326 are generally aligned with lateral frame members 322 (e.g.,disposed within the same horizontal plane, etc.). Vertical frame members324 may be coupled to bumper frame 307. In one embodiment, verticalframe members 324 extend vertically to a height that is above theuppermost fuel tank 300, thereby further protecting such fuel tanks 300from damage due to impact forces. In some embodiments, longitudinalframe members 326 are coupled to tailgate 238. In other embodiments,longitudinal frame members 326 are coupled to rack 302. In still otherembodiments, longitudinal frame members 326 may contact tailgate 328 orrack 302 (e.g., during operation of refuse truck 200, upon impact, etc.)but are not directly coupled thereto. In one embodiment, lateral framemembers 322, vertical frame members 324, and longitudinal frame members326 are interconnected at the various joints such that skeleton 320defines the protected region within which fuel tanks 300 are disposed.In one embodiment, skeleton 320 cooperates with bumper frame 307 todefine the protected region. Bumper frame 307 may itself include aplurality of structural plates, tubes, or other structures configured toat least one of transmit and absorb impact forces.

During the operation of refuse truck 200, fuel pod 210 may experienceimpact loading. By way of example, a vehicle impacting the rear ofrefuse truck 200 may impart impact loading on fuel pod 210. By way ofanother example, refuse truck 200 may back into an object (e.g., as anoperator reverses refuse truck 200, etc.), thereby imparting impactloading on fuel pod 210. By way of still another example, impact loadingmay be imparted into fuel pod 210 as tailgate 238 is opened (e.g., wherefuel pod 210 is driven into contact with a tree, doorway, or otherobject, etc.). According to an exemplary embodiment, the impact forcesare transmitted around fuel tanks 300 by skeleton 320. By way ofexample, skeleton 320 may redirect an impact force from the rear ofrefuse truck 200 through lateral frame members 322, and into tailgate238 via longitudinal frame members 326. In still other embodiments, theimpact forces are absorbed by skeleton 320. Skeleton 320 may include oneor more crushable members configured to plastically deform to absorb atleast a portion of such impact forces. In other embodiments, skeleton320 includes one or more resilient members configured to non-plasticallydeform to absorb at least a portion of such impact forces.

Bumper frame 307 may also redirect impact forces that may otherwise betransmitted into fuel tanks 300. In one embodiment, bumper frame 307extends longitudinally rearward of fuel tanks 300 such that a portion ofbumper frame 307 contacts an object (e.g., a vehicle, a vertical wall,etc.) before fuel tanks 300 (e.g., during a rear end collision, when anoperator backs into a vertical wall, etc.). In other embodiments, atleast one of bumper 306 and bumper frame 307 are configured and/orpositioned such that bumper 306 contacts an object before fuel tanks300.

Skeleton 320 may include various other frame members (e.g., diagonalmembers, braces, gussets, etc.) to reinforce at least one of lateralframe members 322, vertical frame members 324, and longitudinal framemembers 326. In other embodiments, various frame members may replace atleast one of lateral frame members 322, vertical frame members 324, andlongitudinal frame members 326.

According to the exemplary embodiment shown in FIGS. 19-22, rack 302includes a pair of side members 330. As shown in FIGS. 19-22, sidemembers 330 are generally parallel to one another and extend verticallyalong fuel pod 210. According to an exemplary embodiment, side members330 are spaced apart and coupled with lateral cross-members 332. Theside members 330 include sockets 334 that receive bosses 303 of fueltanks 300.

According to the exemplary embodiment shown in FIG. 22, rack 302 iscoupled to tailgate 238 such that it may pivot about a pivot axis 336.Movement of rack 302 may facilitate inspection of fuel tanks 300. Anoperator of refuse truck 200 may move rack 302 about pivot axis 336 toaccess the forward side of fuel tanks 300 (e.g., to service fuel tanks300, inspect fuel tanks 300, etc.). In one embodiment, rack 302 rotatesabout a pivot axis 336 along the top of rack 302. In other embodiments,pivot axis 336 extends along a side of rack 302 (e.g., along one of sidemembers 330, etc.) or laterally along the bottom of rack 302. In otherembodiments, rack 302 is otherwise moveable relative to tailgate 238 toallow access to the forward side of fuel tanks 300. By way of example,rack 302 may be moveable along rails.

As shown in FIGS. 19-22, sockets 334 are spaced apart such that rack 302is able to receive fuel tanks 300 of various sizes. In one embodiment,rack 302 is configured to receive any tank having a diameter of between16 in. and 21 in. In other embodiments, rack 302 may be configured toreceive any other suitably sized fuel tank (e.g., a tank with a diameterbelow 16 in. or above 21 in., etc.). In one embodiment, rack 302 isconfigured to receive up to four fuel tanks 300, allowing fuel pod 210to have a volume fuel capacity of between 60 and 105 diesel gallonsequivalent (DGE). In other embodiments, rack 302 is configured toreceive three or fewer fuel tanks 300 or five or more fuel tanks 300,thereby providing still another range of volume fuel capacities.

According to the various embodiments shown in FIGS. 23A-23D, fuel pod210 is a modular system that may be configured to provide various fuelcapacities. In the embodiment shown in FIG. 23A, fuel pod 210 isconfigured to include two fuel tanks 300 a having a first size (e.g.,first diameter, etc.). In the embodiment shown in FIG. 23B, fuel pod 210has a second capacity and includes two fuel tanks 300 a having a firstsize (e.g., first diameter, etc.) and one fuel tank 300 b having asecond size (e.g., second diameter, etc.). In the embodiment shown inFIG. 23C, fuel pod 210 has a third capacity and includes three fueltanks 300 a having a first size (e.g., first diameter, etc.). In theembodiment shown in FIG. 23D, fuel pod 210 has a fourth capacity andincludes three fuel tanks 300 a having a first size (e.g., firstdiameter, etc.), and one fuel tank 300 b having a second size (e.g.,second diameter, etc.). According to an exemplary embodiment, fuel tank300 a includes a tank having a diameter of 21 in., a length of 86 in.,and a capacity of 30 DGE. Fuel tank 300 b may include a tank having adiameter of 16 in., a length of 83 in., and a capacity of 15 DGE. Inother embodiments, fuel pod 210 may be configured to receive fuel tanksof other sizes and capacities in a variety of configurations. Fuel pod210 may have various open sockets such that the fuel capacity thereofmay be retroactively adjusted (e.g., expanded at a later date, etc.).

Referring to the exemplary embodiment shown in FIGS. 24-25, a refusetruck includes an active impact mitigation system 340. Active impactmitigation system 340 is configured to reduce the risk of damage to fueltanks 300 during operation of the refuse truck, according to anexemplary embodiment. As shown in FIGS. 24-25, active impact mitigationsystem 340 includes at least one sensor 342. In one embodiment, activeimpact mitigation system 340 is configured to monitor the proximity offuel pod 210 to various structures and hazards surrounding the refusetruck. Sensors 342 may be mounted to the exterior of the refuse truck.By way of example, sensors 342 may be coupled to tailgate 238, fuel pod210, rear bumper frame 307, or still another component. Sensors 342 mayinclude various devices configured to determine the distance between aportion of refuse truck 200 and a surrounding structure or object (e.g.,cameras, RADAR systems, LIDAR systems, ultrasonic sensors, visualsensors, laser sensors, etc.). In other embodiments, sensors 342 includerotational position sensors (e.g., positioned to measure an angularposition of tailgate 238, etc.). In still other embodiments, sensors 342include accelerometers positioned to provide data relating to an impactforce or acceleration (e.g., an impact force experienced by fuel pod210, etc.). Sensors 342 may be mounted flush on refuse truck 200 suchthat they are unobtrusive and minimally impact the functionality ofrefuse truck 200.

As shown in FIG. 25, active impact mitigation system 340 includes acontroller 344. Controller 344 may be implemented as a general-purposeprocessor, an application specific integrated circuit (ASIC), one ormore field programmable gate arrays (FPGAs), a digital-signal-processor(DSP), circuits containing one or more processing components, circuitryfor supporting a microprocessor, a group of processing components, orother suitable electronic processing components. According to theembodiment shown in FIG. 25, controller 344 includes a processingcircuit 346 and a memory 348. Processing circuit 346 may include anASIC, one or more FPGAs, a DSP, circuits containing one or moreprocessing components, circuitry for supporting a microprocessor, agroup of processing components, or other suitable electronic processingcomponents.

In some embodiments, controller 344 is configured to execute computercode stored in memory 348 to facilitate the activities described herein.Memory 348 may be any volatile or non-volatile computer-readable storagemedium capable of storing data or computer code relating to theactivities described herein. In one embodiment, memory 348 has computercode modules (e.g., executable code, object code, source code, scriptcode, machine code, etc.) configured for execution by processing circuit346. In some embodiments, controller 344 represents a collection ofprocessing devices (e.g., servers, data centers, etc.). In such cases,processing circuit 346 represents the collective processors of thedevices, and memory 348 represents the collective storage devices of thedevices.

According to an exemplary embodiment, controller 344 is configured toreceive data from sensors 342 relating to the position of fuel pod 210relative to another object (e.g., an object of the surroundingenvironment, another portion of the refuse truck, etc.). Controller 344may be further coupled to various vehicle systems and configured tocontrol the operation thereof. By way of example, controller 344 may becoupled to a throttle control 350 for engine 220, a braking system 352,tailgate controls 354, a starter system 356, a transmission 358, or awarning system 360, among other vehicle systems. Controller 344 may becoupled to a controller area network bus of engine 220 (e.g., part of anengine management system, etc.).

Controller 344 may output a control signal to one or more vehiclesystems to at least one of avoid an impact, mitigate an impact byreducing the relative velocity between the vehicle and the object,isolate or otherwise disengage fuel pod 210, and warn the operator ofthe vehicle of a potential impact in response to the data from thesensors 342. In one embodiment, controller 344 provides the outputcontrol signal in response to the data from the sensor 342 indicatingthat an object is within a predetermined distance from fuel pod 210. Byway of example, controller 344 may at least one of shut down throttlecontrol 350, activate braking system 352, prevent starter system 356from starting engine 220, prevent transmission 358 from being shiftedinto reverse to slow or stop vehicle, close a shutoff valve associatedwith the fuel tanks 300, and prevent the vehicle from moving in arearward direction in response to an object being detected within apredetermined distance of the vehicle.

In other embodiments, controller 344 provides an output control signalto close a shutoff valve associated with fuel tanks 300, otherwiseisolate fuel tanks 300, or otherwise disengage fuel tanks 300 inresponse to data indicating an impact above a threshold range (e.g.,that the fuel pod 210 is experiencing an impact loading or accelerationabove a threshold range, etc.). In still other embodiments, thecontroller 344 may lock out tailgate controls 354 to prevent tailgate238 from being raised in response to an indication that raising tailgate238 could cause an impact with an object. Controller 344 may furtherinstruct warning system 360 to alert an operator of the vehicle inresponse to at an indication that at least one of moving the vehicle ina rearward direction and moving tailgate 238 could cause an impactbetween an object and fuel pod 210. Warning system 360 may include atleast one of a visual warning device 362 (e.g., light, dash icon, etc.)and an audio warning device 364 (e.g., buzzer, chime, verbal recording,etc.). Warning system 360 may be configured to warn a driver of thevehicle or an operator standing alongside the vehicle.

In another embodiment, controller 344 sends a control signal to engagean impact absorbing device in response to data from sensor 342 (e.g.,indicating that an object is within a predetermined distance from fuelpod 210, indicating that the vehicle is experiencing impact loadingabove a threshold level, etc.). Such impact absorption devices may beany device that reduces the relative velocity between the vehicle andthe object or otherwise absorbs an impact force from the object. By wayof example, the impact absorption device may include an airbag systemthat is configured to deploy an inflated airbag cushion between fuel pod210 and an object or internally deploy an inflated airbag cushionbetween fuel tanks 300 and a portion of fuel pod 210.

At least one of the various controllers described herein may beimplemented as a general-purpose processor, an application specificintegrated circuit (ASIC), one or more field programmable gate arrays(FPGAs), a digital-signal-processor (DSP), a group of processingcomponents, or other suitable electronic processing components. In oneembodiment, at least one of the controllers includes memory and aprocessor. The memory is one or more devices (e.g., RAM, ROM, FlashMemory, hard disk storage, etc.) for storing data and/or computer codefor facilitating the various processes described herein. The memory maybe or include non-transient volatile memory or non-volatile memory. Thememory may include database components, object code components, scriptcomponents, or any type of information structure for supporting thevarious activities and information structures described herein. Thememory may be communicably connected to the processor and providecomputer code or instructions to the processor for executing theprocesses described herein. The processor may be implemented as ageneral-purpose processor, an application specific integrated circuit(ASIC), one or more field programmable gate arrays (FPGAs), adigital-signal-processor (DSP), a group of processing components, orother suitable electronic processing components.

It is important to note that the construction and arrangement of theelements of the systems and methods as shown in the embodiments areillustrative only. Although only a few embodiments of the presentdisclosure have been described in detail, those skilled in the art whoreview this disclosure will readily appreciate that many modificationsare possible (e.g., variations in sizes, dimensions, structures, shapesand proportions of the various elements, values of parameters, mountingarrangements, use of materials, colors, orientations, etc.) withoutmaterially departing from the novel teachings and advantages of thesubject matter recited. For example, elements shown as integrally formedmay be constructed of multiple parts or elements. It should be notedthat the elements and/or assemblies of the enclosure may be constructedfrom any of a wide variety of materials that provide sufficient strengthor durability, in any of a wide variety of colors, textures, andcombinations. The order or sequence of any process or method steps maybe varied or re-sequenced, according to alternative embodiments. Othersubstitutions, modifications, changes, and omissions may be made in thedesign, operating conditions, and arrangement of the preferred and otherembodiments without departing from scope of the present disclosure.

The present disclosure contemplates methods, systems, and programproducts on any machine-readable media for accomplishing variousoperations. The embodiments of the present disclosure may be implementedusing existing computer processors, or by a special purpose computerprocessor for an appropriate system, incorporated for this or anotherpurpose, or by a hardwired system. Embodiments within the scope of thepresent disclosure include program products comprising machine-readablemedia for carrying or having machine-executable instructions or datastructures stored thereon. Such machine-readable media can be anyavailable media that can be accessed by a general purpose or specialpurpose computer or other machine with a processor. By way of example,such machine-readable media can comprise RAM, ROM, EPROM, EEPROM, CD-ROMor other optical disk storage, magnetic disk storage or other magneticstorage devices, or any other medium which can be used to carry or storedesired program code in the form of machine-executable instructions ordata structures and which can be accessed by a general purpose orspecial purpose computer or other machine with a processor. Wheninformation is transferred or provided over a network or anothercommunications connection (either hardwired, wireless, or a combinationof hardwired or wireless) to a machine, the machine properly views theconnection as a machine-readable medium. Thus, any such connection isproperly termed a machine-readable medium. Combinations of the above arealso included within the scope of machine-readable media.Machine-executable instructions include, for example, instructions anddata, which cause a general-purpose computer, special purpose computer,or special purpose processing machines to perform a certain function orgroup of functions.

Although the figures may show a specific order of method steps, theorder of the steps may differ from what is depicted. Also two or moresteps may be performed concurrently or with partial concurrence. Suchvariation will depend on the software and hardware systems chosen and ondesigner choice. All such variations are within the scope of thedisclosure. Likewise, software implementations could be accomplishedwith standard programming techniques with rule-based logic and otherlogic to accomplish the various connection steps, processing steps,comparison steps, and decision steps.

What is claimed is:
 1. A refuse vehicle, comprising: a chassis having anengine; a body assembly defining an internal volume and coupled to thechassis; a tailgate pivotally attached to the body assembly and movablebetween an open position and a closed position to selectively expose theinternal volume of the body assembly; a CNG fuel system including a CNGfuel tank coupled to the tailgate and moveable therewith, wherein theengine is configured to be powered by the CNG fuel system; at least oneof a non-structural conduit, a non-structural raceway, and anon-structural channel configured to contain at least one of wiring anda hydraulic line; an impact mitigation system comprising a passivesystem configured to direct impact loads around the CNG fuel tank,wherein the impact mitigation system provides a protected region withinwhich the CNG fuel tank is disposed.
 2. The refuse vehicle of claim 1,further comprising a cover at least partially defining an inner spacewithin which the CNG fuel tank is disposed.
 3. The refuse vehicle ofclaim 2, wherein the cover is coupled to the passive system and moveabletherewith.
 4. The refuse vehicle of claim 1, wherein the CNG fuel systemincludes a controller and a shutoff valve configured to selectivelyrestrict a flow of fuel from the CNG fuel system to the engine.
 5. Therefuse vehicle of claim 4, wherein the shutoff valve comprises anormally-closed valve configured to be actuated into an open position inresponse to receiving an actuation signal from the controller.
 6. Therefuse vehicle of claim 5, wherein the CNG fuel system includes apressure sensor positioned along the flow of fuel to monitor a pressurethereof.
 7. The refuse vehicle of claim 6, wherein the controller isconfigured to terminate transmission of the actuation signal to theshutoff valve such that the shutoff valve restricts the flow of fuel inresponse the pressure of the flow of fuel falling below a pressurethreshold.
 8. The refuse vehicle of claim 5, wherein the CNG fuel systemincludes at least one temperature sensor positioned to monitor atemperature of at least one of a bay within which the engine is disposedand the internal volume of the body assembly.
 9. The refuse vehicle ofclaim 8, wherein the controller is configured to terminate transmissionof the actuation signal to the shutoff valve such that the shutoff valverestricts the flow of fuel in response to the temperature of the atleast one of the bay within which the engine is disposed and theinternal volume of the body assembly exceeding a temperature threshold.10. The refuse vehicle of claim 5, wherein the normally-closed valve isa normally-closed solenoid valve configured to actuate from a closedposition to the open position in response to receiving the actuationsignal from the controller.
 11. The refuse vehicle of claim 1, furthercomprising a shutoff valve coupled to a lower portion of body assemblysuch that an operator of the refuse vehicle is able to manually isolatethe CNG fuel system by engaging the shutoff valve.
 12. The refusevehicle of claim 1, wherein the impact mitigation system comprises anactive system including at least one sensor positioned to monitor arelative position of the CNG fuel system and an object within asurrounding environment.
 13. The refuse vehicle of claim 12, wherein theactive system includes a controller coupled to the at least one sensor,the controller configured to engage one or more vehicle systems to atleast one of: (a) avoid an impact, (b) mitigate an impact by reducing arelative velocity between the refuse vehicle and the object, (c) isolateor otherwise disengage the CNG fuel system, and (d) warn an operator ofthe refuse vehicle of a potential impact in response to data receivedfrom the at least one sensor.
 14. A fuel system for a vehicle,comprising: a CNG fuel tank configured to provide fuel to power anengine of the vehicle; a shutoff valve configured to be positioned alonga flow path between the CNG fuel tank and the engine, wherein theshutoff valve is configured to selectively restrict a flow of fuel alongthe flow path; a proximity sensor positioned to monitor a relativeposition of the fuel system and an object within a surroundingenvironment; and a controller coupled to the proximity sensor and theshutoff valve, wherein the controller is configured to at least one ofengage and disengage the shutoff valve based on the relative position ofthe fuel system and the object.
 15. The fuel system of claim 14, furthercomprising a pressure sensor configured to monitor a pressure of thefuel and provide a pressure signal, wherein the controller is configuredto at least one of engage and disengage the shutoff valve based on thepressure signal.
 16. The fuel system of claim 14, further comprising atemperature sensor configured to monitor a temperature associated withthe vehicle and provide a temperature signal, wherein the controller isconfigured to at least one of engage and disengage the shutoff valve inresponse to the temperature signal indicating a temperature in excess ofa temperature threshold.
 17. The fuel system of claim 14, wherein thecontroller is configured to at least one of engage and disengage theshutoff valve such that the shutoff valve restricts the flow of fuel inresponse to the object having a proximity that is closer than a distancethreshold.
 18. A fuel system for a vehicle, comprising: a CNG fuel tankconfigured to provide fuel to power an engine of the vehicle; a shutoffvalve positioned along a flow path between the CNG fuel tank and theengine, wherein the shutoff valve is configured to selectively restricta flow of fuel along the flow path; a pressure sensor positioned alongthe flow path and configured to monitor a pressure of the flow of fuel;and a controller coupled to the pressure sensor and the shutoff valve,wherein the controller is configured to: identify a pressure faultcondition in response to the pressure of the fuel falling below apressure threshold, the pressure threshold relating to an expectedoperating pressure of the fuel when the fuel is flowing between the CNGfuel tank and the engine; and at least one of engage and disengage theshutoff valve such that the shutoff valve restricts the flow of fuel inresponse to the pressure fault condition.
 19. The fuel system of claim18, wherein the controller is configured to identify the pressure faultcondition when the vehicle is operating.
 20. The fuel system of claim18, further comprising a temperature sensor configured to monitor atemperature associated with the vehicle and provide a temperaturesignal, wherein the controller is coupled to the temperature sensor, andwherein the controller is configured to at least one of engage anddisengage the shutoff valve in response to the temperature signalindicating a temperature in excess of a temperature threshold.